Track liner



Aug. 21, 1923.

W. P. THOMSON ET AL TRACK LINER 3 Sheets-Sheet 1 Filed April 2 1922 g nvew fem mmfaion/Thovnson,

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w. P. THOMSON ET AL TRACK LINER Filed April 20, 1922 s Shem-shut 2 3n venfom mhl aionThonr/ w,

Inn/E5665"; a i8 67'0"; @313 m Patented Aug. 21, 1923.

UNITED STATES PATENT OFFICE;

WILLIAM PATON THOMSON, OF FOREST HILLS, AND 'CLARKSON A. DISBRO'W, OF NEW ROCHELLE, NEW YORK, ASSIGNORS TC- THE RAIL JOINT COMPANY, OF NEW.YORK, N. Y., A CORPORATION QF NEW YORK.

TRACK LINER.

Application filed April 20, 1922. Serial No. 555,700.

To all whom it may concern:

Be it known that we, VViLLIAM PATON THoMsoN and CLARKsON r Drsnnow, citizens of the United States, respectively, residing at Forest Hills and New Rochelle, in the counties of Queens and lVestchester and State of New York, respectively, have invented certain new and useful Improve ments in Track Liners, of which the following is a specification.

This invention relates to a novel track lining device having for its primary object a simple and economical tool meeting the n'aci'ical requirements and susceptible of being operated in a safe and expeditious manner with a minimum amount of labor.

The relining of railroad track is an operation which is usually accomplished with the ordinary cro-wbar or so-called lining bar, one man to each bar, and, under some conditions of ballast and tightness of rail and other factors entering into the difliculties of operation, it is not infrequently the case that from eight to fourteen men are required for that work and the average section gang has not suflieient number. of men for the purpose. Accordingly, it is the customary prac tire for several section gangs to join forces when the resurfacing and relining of track is required, and that practice of course is object'ionable from an organization standpoint;

Therefore, it is one of the objects of the present invention to provide a. track lining device that will reduce to a .i'ninimum the labor required for resurfacing and relining tracl and, at the same time a device which can be readily manufactured. of a minimum number of parts, and which can be used with entire safety from the outside of the track, as distinguished from track tools of the kind which are unsafely employed between the rails of the track.

Accordingly, a distinctive object of the invention is to provide a track lining device capable of being used at the outside of a track and possessing'two very important characteristics, one of which is that of having a readily variable leverage to easily overcome whatever resistance may be offered by the out-of-line track to resuming its normal position, and the other of Which is the capacity to throw the out-of-line track without appreciable lifting thereof, In that respect the present invention. dis

' done first, partly because when track is out of surface it may appear to be out of line, and therefore the lining can be done more accurately after the track has been resun faced; and after having been. resurfaced it is desirable that, in throwing the track, it shall not be substantially lifted, otherwise particles of ballast might fall beneath the lifted ties and cause high spots in the track.

In addition to the special objects noted the invention also has in view a track lining device which is more or less automatic in its action in seating or anchoring itself in the ballast, thereby obviating the necessity of a special stand, base or seat, in the nature of an a uitment for the device to bear against. while at the same time obtaining a position ing ofthe device in the ballast that will prevent any appreciable lifting force being eX-- erted against the rail base, causing defective t aclr as above referred to.

A further object of the invention is to provide a device that offers no obstruction to lraffic, or, in other words, will fall to an 7 out-0fthe--way position in case it is left in the track, thereby eliminating the danger incident to a passing train striking the same. lVith the above and other objects in view which will more readily appear as the nature of the invention is better understood, the same consists in the novel construction, combination and arrangement of parts herein- :ifter more fully described, illustrated and claimed.

A preferred and practical embodiment of the invention is shown in the accompanying drawings in which-- V Figure 1 is a single line diagrammatic riewillustrating a railroad track in which a part thereof has become out of line and re-: quires refining; the full lines designating the out of line track and th'e dotted lines indicating the track set to normal.

Figure 2 is a diagrammatic sectional view of a railroadtrack showing the application of the improved liner with the latter in an initial position.

Figure 3 IS a view similar to Figure 2 showing the de ice having found its seatinthe ballast and occupying a position ready to throw or shif i the track.

Figure l is a similar view illustrating the.

Figure 6 is a side elevation of the devicein the knock-down condition which it may assume to facilitate carrying about Figure 7 i a view of the claw end of the device.

Figure 8 is a top plan view ofthe device with the parts in the position shown in' Figure 6. 7 V

Figure 9 is a cross sectional view on the line 9-9 of Fig. 6.

Figure 10 is a detail end view of the camming member.

Figure 11' isa detail view of the other end of the camming member.

Figure 12 is a top plan view of the camming member.

Figure 13 is a detail view illustrating a modification of the device for lowering the pivotal point of the rail lever and providing a plurality of downwardly projecting anchoring projections for engagement with the ballast.

Similar reference characters designate similar parts throughout the several figures of the drawings. 7

The improved track lining device is sus ceptible of economical embodiment in a practical andcommercial form and may be manufactured in various ways and from different' materials, such for instance as being made of either malleable iron or pressed steel, but in all forms of construction the essential structural features which contribute to the successful and practical operation of the device will remain unchanged.

The principal features of the device are a base A having a suitable anchoring element B, a rail-bearing member or lever C, and an operating member D, which operating member may be of the cam type or its equivalent and cooperatiiig with the base and with the bearing member or lever C' to efi'ect the necess'aryfiiovement of thelatte'r. These in strum'entanti'es may be conveniently corrclated in a device that may be readily handled or carried by a workman and when in actual use has the additional important advantage of automatically collapsing when the operator withdraws the operating 1nember D, as for instance when he retreats troin the trackway to avoid the passing trainv Thus, the device is of a-dcsi'gn that provides clearance from hanging parts of a train, and at the same time can be left in place when a train is passing so that the workman oan quickly resume his work without having to replace any part except the oper ating member.

Referring to the details of construction of the example or practical embodiment of the track liner shown in the drawings. it will be seen that the base A may consist. of a relatively flat body 1 preferably provided with suitable reinforcement throughoutits undcrside, as for instance the longitudinal and transverse reinforcing ribs or their equivalent 2 and. if desired, may be conveniently provided at one end with an opening'or hand hold 3 for carrying purposes. This base is specially designed so that it can be readily. employed in loose or yielding ballast and has an automatic self-seating function. I

In the present form ofthe device these results are obtained by providing the base with anchoring means of a suitable construction, as for instance" forming what may be termed the front end of the base with an anchoring element or claw B of spadedilre form, as suggested in Figures 7 and 9, to present a penetrating point 4 which assists in the device seeking its own embedmeut in the ballast. Also the anchoring element or claw B is so disposed with relation to the main body of the base that it operates, in seeking its embedment in the ballast. to tilt the base from the horizontal so tha the action of the rail-bearing member or lever C will not include an appreciable lifting movement; This may be accomplished by other means than the anchoring element or claw B, but, in the preferable construction shown, said anchoring element or claw is curved or inclined downwardly from the flat plane of the body 1, as clearly shown in the general view 2. 3 an d 4; and other figures of the drawings.

The rail bearing member or lever C is pivoted at one end as at 5 to the base ad jac'ent the front or claw end thereof". The pivotal mounting may be provided forin any suitable way for example forming the base and its front end portion with upstanding ears 6 between which one end of the lever C is pivoted; or, as suggested in Figure 13, the ears G may be reversed and depressed below the base at the underside thereof and given a substantially pointed shape sothat'the samewill' act as additional or supplemental anchoring projections to cooperate with the anchoring element orcl'aw B to increase the anchoring hold of the device in the ballast to better overcome the resistance to the throwing of the track.

The rail-bearing member or lever C may be of any desired cross sectional shape to provide the desired strength necessary for moving the load imposed thereon, but a practical form of this lever is shown in Figure 9 of the drawings in which the same is preferably provided at its underside, with a guiding channel 7 for receiving the peripheral portion 8 of the operating member or cam D. The effect of this construction is to better maintain the operating relation be tween the lever and the cam, avoiding rela tive lateral movement and consequent strain on the pivot.

The operating member or device D is preferably in the form of a cam fulcrumed at one end of its arc, and it may therefore be an ordinary track tool, such as the claw-bar shown in Figure 5 of the drawings, such claw-bar being designated in that figure of the drawings by the reference number 9 and having at one end the usual cam formation 1O presenting a pointed laterally deflected terminal 11 which may be fulcrumed behind and against any one of the series of upstanding bearing shoulders 12 formed upon the upper side of the base 1 of the device. However, as a part of the manufactured article it is preferable to have the operating member or cam D of the special design shown in the Figures 10, 11 and 12 of the drawings. I

From the above figures it will be seen that the peripheral portion 8 of the cam device D is preferably of flaring width at the ends thereof. whereby the front end 13 provides the relatively extended fulcruming edge 14 for engaging with the shoulders 12 of the base. The opposite or rear end 15 of the cam is notched or cut away, as indicated at 16. to provide clearance for the handle member which fits into the socket 17 at the underside of the cam body. As will be seen from the drawings. this socket is preferably formed with several diameters to facilitate the receiving of different types of operating handles. such for instance asone end of an ordinary crow-bar or the handle of a clawbar or the like.

To facilitate the carrying or transportation of the complete device in a compact and. convenient manner a suitable loop or bail 18 may be used to tie or clamp the base and lever together. In that connection it may be observed that the cam device D may be clamped between the lever and the base when the parts are thus held together by the bail, so as to hold all of the parts compactly assembled. and thereby facilitate handling.

In using the device the point or nose 4: of the anchoring claw B is placed in the ballast at a suitable position beneath the rail base,

as shown in Figure 2 for example. The cam D or other means for shifting the lever C may then be placed against a convenient abutment shoulder 12 on the base so that upon manipulation of the cam the lever will be moved into engagement with an edge of the rail flange. The initial movement of the cam or its equivalent against the lever will have the effect of causing the claw B to firmly embed or seat itself in the ballast. As the ballast is compressed to the point where it may be utilized as an effective and solid base against which the device may Work, the cam D is shifted from one shoulder to another toward the claw end of the base so that the lever C is gradually brought to a correspondingly steeper pitch or incline with referenceto the rail base, thereby having the effect of causing the pressure exerted by the lever to be more and more nearly horizontal than vertical to provide the desired shifting rather than lifting of the rail. The continued manipulation of the cam to press the lever C against the edge of the rail flange, therefore. has the effect of gradually shifting the entire traclrway laterally or horizontally. in the manner indicated in Figure 4:. without lifting the track to perrnit ballast to fall beneath the ties.

By the use of the claw B, the necessity of preparing a special base or foundation for the fulcruming end of the lever C to work against is eliminated, and much time is saved thereby.

Also by reason of the provision of the several abutment shoulders on the base. the cam may be set to any one of a number of desired positions to insure. first, the proper seating of the base before the rail is shifted and. second. shifting the track after a firm foundation or abutment has been provided.

Without further description-it is thought that the features and advantages of the improvement will be readily apparent to those skilled in the art. and it will of course be understood that changes in the form. proportion and minor details of construction may be resorted to without departing from the spirit of the invention or scope of the appended claims.

We claim:

1. A track lining device including a base and track throwing means carried thereby. said base having a ballast-engaging bottom surface and provided with anchoring means rendered increasingly efl'ective as the force of the track throwing means is applied to the rail.

2. A track lining device including a base having ahallast-engaging bottom surface and. provided at an end with a terminal anchoring member. a, track throwing member pivoted to the base and an actuator fitted between the base and. the lever to actuate the latter;

A track lining device includingv a base having a ballasteengaging bottom surface and also provided at one end with a downwardly curving ballast-engaging. and embedding tip and track throwing means connected with the base and-arranged to exert a thereon at substantially right angles lo'sa-i'd'tip.

l. A track liningdevice including abase having a ballast-engaging bottom surface and'a deflected fOl'Wtll'Cl end, a track throwing lever pivoted to the body and means ar ranged between the tree portion of the lever and the body and adapted to move the lever with reference to the body.

A track lining device including a base having flnOllOl'lIlg11109118 and a plurality of bearings thereon, a rail-bearing lever carried" by the base, and. an operating lever adapted to be successively i'ulcrumed on Sillfl severalbearingg and oaerating against said lever.

6. A track lining device including a base, a movable rail-bearing member carried by the base and a cam'adapted to be progresand a cam arranged between the free end of the lever and the body and adapted to move thelever with reference to the body.

9; A track lining device including a body having an offset ballast engaging claw, a track throwing lever pivoted to the body, and a am arranged between the free end of the lever and the body and having an interlocking engagement with the latter, said cam being adapted to be moved to thereby impart movement to the lever.

10. A track lining device including a body having an offset ballast-engaging claw and.

a plurality of abutment shoulders thereon, a track throwing lever pivoted to said body, and a cam adapted to detachably interlock with said abutment shoulders and engage with said lever.

11. A tracklining device including a body adapted to rest upon the ballast and having an oil'set claw for engaging in the ballast substantially at right angles to the body, a throwing lever pivotally mounted on said body adjacent the claw, and a cam adapted to engage with the body and also with the lever to operate the latter.

12. A track lining device including a body having an oilset ballast engaging claw, a plurality of upstanding abutment shoulders formed on the upper face oi the body, bearing eyes formed at one end of the series of abutment shoulders, a lever pivoted in sa d bearing-eyes, a cam having a bar receiving socket and a working face adapted toengage with the lever, and said cam also having a fulcruming rib for detachably interlocking" with one of the shoulders on the body.

13. A track lining device including a body having an offset ballast embedding claw, a throwing lever pivoted to the body, and a detachable device arranged between the lever and the body for actuating the lever and adapted to detachably interlock with the body.

14-. A track lining device including a body, a track throwing lever. pivoted thereto, a cam for operating the lever adapted to be arranged between the lever and the body, and means "tor holdin the lever in a fixed position with reference to the body to clamp the cam between the lever and the body and thereby permit the entire device to be car ried as a uniti In testimony whereof we hereunto allix our signaturesin the presence of two Witnesses.

WILLIAM PATON THOMSON.

CLARKSON A. DISBROWV.

Witnesses:

E. K. KERSHNER, RowLAm) R. SEWARD.

Lil 

